Wow - heard on the air... (long)

"Mortimer Schnerd, RN" wrote

Actually, the tailwheel version of the Me-262 required one to tap the
brakes for
a second during the takeoff run to pop the tail up off the ground. Aside
from
that, probably not. Not too many Me-262's floating around any more.

How about the ones that are being re made from factory plans, even to the
point of getting original serial numbers? I'll bet that you have to touch
the brake of the new ones, also. g

I wonder how they are getting along, now?
--
Jim in NC

Doubtful, I believe they're only making tricycle versions.

"Ben Hallert" wrote in message
oups.com...
Doubtful, I believe they're only making tricycle versions.

Uhhhhhh, if they hit the brakes hard enough, they might get up on one!
Yahhh, that's it! On one, that's the ticket! (in my best old Saturday
Night Live voice) g
--
Jim in NC

Darrel,

I slide my feet back a bit and just use the rudder to
make sure I'm not holding the aviate part back...


Not in a Tiger, a Diamond, Cirrus or Lancair, you wouldn't.

--
Thomas Borchert (EDDH)

Thomas Borchert wrote:
Darrel,

I slide my feet back a bit and just use the rudder to
make sure I'm not holding the aviate part back...

Not in a Tiger, a Diamond, Cirrus or Lancair, you wouldn't.

Lancair Super ES seems to have enough rudder athority. Supercharged
IO-550, you don't firewall it, just continually apply power. Can't speak
for the others you mentioned or the now named Columbia line...

I would have an FAA rep meet this guy at Ohare when he lands.

"Nathan Young" wrote in message
news
Today I flew RST (Rochester, MN) to 3CK (Chicago-Lake in the Hills).
As I neared Chicago I was listening to 120.55, which is ORD approach
for the North side. This was around 6pm, which is a pretty busy time
for approach, lots of arrivals and departures in the ORD area.

During the 15 minutes between Rockford and 3CK, I heard the biggest
clusterf**k on the air that I've been witness to in my 10+ years of
flying. I really wish I had a recorder handy because I couldn't
believe the level of incompetence... Maybe someone can point a link
to a LiveATC recording or simliar...

Anyway, as I tuned in approach, I heard an irrated controller giving
traffic avoidance instructions to the plane... This follows from
memory, but here goes...

Approach: Cessna 123, fly 130 for traffic"
Cessna 123: 130 (note the lack of aircraft N-number in response)

A minute later approach is reprimanding him for not flying 130, and
asking him what his heading is.

Approach: Cessna 123, what is your heading?
Cessna 123: EAST!!!
Approach: Cessna 123, say again, what is your heading?
Cessna 123: EAST!
Approach: How did you get on 090, I assigned you 130 for traffic.
Cessna 123: Didn't you assign me 110?
Approach: Nevermind. Cessna 123 fly 090, maintain 2400.
Cessna 123. EAST and 24

A minute later...

Approach: Cessna 123, I told you to fly 090, and now it looks like
you are not on that, and you are descending. Fly 090 and maintain
2400.
Cessna 123: 123, roger, 090, 24

A few minutes pass and a few vectors are issued to Cessna 123, which
he roughly follows. During this period of time, Cessna 123 randomly
and unprompted announces his heading and altitude on frequency.

Approach: Cessna 123, you are x miles from CUTEY the OM, cleared
ILS 16.
Cessna 123: OK, will you tell me when I'm at the runway?
editors note: it is perfect VFR, clear and vis probably close to 20
miles

long pause

Approach: Cessna 123, are you capable of flying an ILS?
After a long pause Cessna 123: Ahhh, well, I am flying the headings
you give me.
Approach: Yes, but are you capable of flying the ILS into Palwaukee?
Cessna 123: Ahhh, well, I meant to land at O'Hara, but they wouldn't
let me because I didn't have the reservation thingy that is required,
so they sent me to do the ILS at Palwaukee.
Approach; Cessna 123, that's not what I asked you. Can you fly the
ILS into Palwaukee?
Cessna 123: Ahh, blah blah blah more about how he intended to go to
OHara ...but we don't have an ILS chart for Palwaukee. ed. note:
keep that in mind
Approach: Cessna 123, OK. How about a visual into Palwaukee?
Cessna 123: OK, a visual into Palwaukee.
Approach: Cessna 123. Turn to 160 degrees, cleared visual approach
at Palwaukee.
Cessna 123: 160

A minute passes, and Cessna 123 calls out...
Cessna 123: 123 is at 2400 and 160
Approach: Cessna 123, you do not need to keep giving me your heading
and altitude.

A minute or two later...
Approach: Cessna 123. Did you want to go to OHare?
Cessna 123: Yes, but we didn't have the reservation, so they sent us
to Palwaukee. I've landed at OHara and Palwaukee before, so it does
not matter to me, unless you can clear me to O'Hara.
Approach: Cessna 123, I am Chicago Approach, I can clear you to any
airport in Chicago. Do you want to go to O'Hare?
Cessna 123: Yes, I would like to go to O'Hara.

Approach: Cessna 123, turn right to 220, vectors to OHare, expect 9L.
Cessna 123: Right 220, expect 9L, vectors.

A few minutes pass...

Cessna 123: You want me to land 9L, right?
Approach: Yes, 9L. There is going to be airline traffic landing 9R,
so do not cross the (garbled) ed. note, I assume approach said
control tower as it separates 9L from 9R

Cessna 123: 9L.

At this point, I was in the pattern at 3CK, and faced with a tough
decision. Get home and see my family, or fly another 30 minutes and
listen to this guy's approach into ORD. I decided my family was more
important, so I ended up landing.

As I taxied in, a number of airliners were signing off on frequency
changes with 'good luck'...

So what's the point of posting this? One, I thought it was comical -
I was practically crying listening to the exchanges...

Second, I want to show the type of mindset that a few pilots have.
The gentleman in question obviously did little/no flight planning,
lacks basic flight skills, and lacks basic radio skills. He was
flying IFR, but apparently without proper charts (I doubt he had any
approach plates if he didn't have plates for PWK).

This is the prototype for a pilot ready to give GA a major black eye.
I guarantee if this was DC, he would have been another TFR/ADIZ bust.

I sure hope this gentleman got a phone number to call upon landing,
and a followup visit from the friendly folks at the FAA.

-Nathan

Maule Driver wrote:
Actually, I can bring my Maule down an ILS at 115+ knots. Flaps in
negative (that's the key), low cruise power (about 2400rpm fixed pitch
before applying flaps), produces about 4-500 fpm and 115 knots. Just
keep the power below redline. Minimal trim changes required due to the
flaps. I fly vectors at cruise then just reflex the flaps when hitting
the slope.

It would be really awkward doing it without the reflex flaps. Lots of
trim required and a very bouyant aircraft with all that high lift wing.

The critical words here are "to the numbers". Actually, I start
chopping, triming and flapping at dh and still make an early turnoff.

BTW, my Maule cruises at 114knots at 2600 rpm, flaps normal. The only
thing limiting a faster descent down the slope is engine redline.

You have the 180? I had the 160hp version. Cruise at 103 knots at just under
2650 rpm.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

RST Engineering wrote:

No, but I regularly hit them at 100 agl or so just to stop the main wheel
noise.

Is that easier than replacing the wheel bearings so they aren't so
noisy? :-)

I've never flown a plane that made enough noise from the tires spinning
to even notice. I have heard of some airplanes that need the spinning
stopped before retracting the gear...


Matt

Matt Whiting wrote:

I've never flown a plane that made enough noise from the tires spinning
to even notice.Â*Â*IÂ*haveÂ*heardÂ*ofÂ*someÂ*airplanesÂ*th atÂ*needÂ*theÂ*spinning
stopped before retracting the gear...

My CFII claimed to be annoyed by the vibration of the spinning gear after
takeoff in a 172. He "taught" me to tap on the breaks so as to avoid this
annoyance.

Franky, I've no idea how he could feel that while sitting behind 180hp of
noisemaker. But it was a nice habit to have when I transitioned to the
182RG which, as you note, requires that treatment.

- Andrew

"Andrew Gideon" wrote in message

Matt Whiting wrote:

I've never flown a plane that made enough noise from the tires spinning
to even notice. I have heard of some airplanes that need the spinning
stopped before retracting the gear...

My CFII claimed to be annoyed by the vibration of the spinning gear after
takeoff in a 172. He "taught" me to tap on the breaks so as to avoid this
annoyance.

Franky, I've no idea how he could feel that while sitting behind 180hp of
noisemaker...

Several of the 172s I train in do get a fairly heavy vibration going not
long after takeoff. For me it wasn't so much annoying as alarming, until my
instructor told me what was going on. I don't notice it much anymore.

I read somewhere recently (can't remember where now -- magazine article?)
that braking once off the ground with the wheels spinning can make the tires
slip around and possibly shear off the valve stems. Maybe that's an aviation
urban legend, but it seems like it would be an unpleasant little surprise
upon landing. I'd be curious to know if that's actually happened to anyone.

--
Tom Young
37.7 toward PP-ASEL
t e y o u n g 1 @ c o m c a s t . n e t
(remove _this_ to reply)